Brake system.



PATENTED NOV. 14, 1905.

3 SHEETS-SHEET 1.

WI T/VE SSE 8 -A 770/?NE Y PATENTED NOV. 14, 1905..

F. B. RAE. BRAKE SYSTEM.

APPLICATION FILED $2214, 1901. RENEWED SEPT. '7, 1905.

3 SHBETS-SHEET 2.

IN VEN 705 C 9. j BY A TTOHNE) WITNESSES:

PATENTED NOV. 14, 1905.

3 SHEETSSHEBT 3.

lNVENTOf? W/ TNESSES STATES FRANK E. RAE, OF RIDGEWCOD, NEW JERSEY,ASSIGNCR TO THE RAE ELECTRIC & MANUFACTURING COMPANY, OF NEW YORK, N. Y,A

CCEPORATICN OF NEW YORK.

BHMME QY$TIEWL I Specification of Letters Patent;

Patented Nov. 1a, 1905.

Application filed September 4, 1901. Renewed September 7 1905. SerialNo. 277,474.

To all whom it inayf concern:

Be it known that I, FRANK B. RAE, a citizen of the United States,residing at Ridgewood,

, in the county of Bergen and State of New Jersey, have invented certainnew and useful Improvements in Brake Systems, of which the following isa full, clear, and exact specification.

This invention relates to air-brake'systems; and its object is toprovide a simple and eficient brake system wherein each car is pro videdwith mechanism adapted to be operated independently as a unit or to beconnected with similar units of mechanism upon other cars and operatedas one unit of a multiple system.

A further object is to provide a brake system such that where two ormore cars are operated in'multiple the operator may by operating themechanism upon any one car efficiently control the operation of themechanism upon all the other cars in the system.

Another object is to provideasystem wherein the pressure for operatingthe brakes and the pressure for controlling the application of thepressure to the brakes may be derived from the same reservoir.

Another object is to provide mechanism of the characterabove describedwherein the normal operation of the controlling-valve to effeet apartial or incomplete reduction of pressure in the train-pipe firstcauses the introduction of reservoir-pressure to the brakecylinder andthen cuts 0H further pressure and permits a retarded falling of thepressure already in the brake-cylinder to ease oil the v brakes, wherebythe operator may by the ordinary successive operations of thecontrolling-valve effect successive gradual and gentle applications ofpressure to the brakes, increasing in power in proportion to thereduction in the train-pipe. At the same time in such construction Iprovide means for obtaining an emergency application of maximum pressureto the brakes.

The invention further comprehends an efiicient construction of valve foruse in connection with thesystem and various other details, which willbe mentioned hereinafter.

In the accompanying drawings, Figure 1 illustrates a brake systemembodying my invention; Fig. 2, a modified form of the same.

\ Figs. 3 and 4 are sectional detail-views of the valves shown in Figs.1 and 2, and Fig. 5 is a rear view of the valve shown in Fig. 4.

Referring more particularly to the drawings, in Figs. 1 and 2 I. haveillustrated the apparatus upon two cars coupled to each other; but itwill be understood that any number of cars may be coupled to each otheror that any one. car may be operated independently of the other cars.

1 represents the main reservoir, one of which may be carried upon eachcar throughout the system, or if operated under suitable conditions onesuch reservoir may be suflicient for the entire system. Upon each car iscarried an auxiliary reservoir 2, communicating with the main reservoirby a pipe 3, in which is placed a suitable reducing-valve A, whichpermits air to enter the auxiliary reservoir from the main reservoirwhenever the pressure in theformer drops below a predetermined limit.

From the auxiliary reservoir 2 a pipe 5 leads to the controlling-valve6, which will be hereinafter described, and from valve 6 a pipe 7 leadsto the brake-cylinder 8.

9 9 represent the pistons in the brake-cylinder, which pistons operatethe brake-rods 1O 10 to apply and release the brakes. Springs 11 11normally hold the pistons 9 in the position shown in the drawings inwhich the brakes are released.

Pipes 12 and l2 at the opposite ends of the car lead from the auxiliaryreservoir 2 to the train pipe 13. The threeway operatingvalves 14: 1Aare located in the pipes 12 12. The usual shut-ofi valves 15 15 arelocated in the train-pipe at the opposite ends of the car and thecouplings 16 permit the systems upon the various cars to be connectedand disconnected.

' The valve 6 is so'arranged that the normal pressure in the train-pipeshuts 0d communication between the auxiliary reservoir and thebrake-cylinder and so that upon a reduction of pressure in thetrain-pipe the pressure in the auxiliary reservoir will first opencommunication with the brake-cylinder and then automatically shut offsuch communication. In the drawings I have illustrated two forms ofvalve and will first describe that shown at the left-hand side of Figs.1 and 2 and in detail in Fig. 3. In this construction a piston 17 isadapted to move longitudinally in the containing casing 6, the length ofthe piston being such that chambers 18 and 19 will be formed between therespective ends of the piston and the ends of the casing. A pipe 20connects the train-pipe with chamber 18, and a pipe 21 connects the pipe5, leading from the auxiliary reservoir, with the chamber 19. It will benoted that the area of the end of the piston 17 in chamber 18 is largerthan the area of the piston in chamber 19, and therefore when the valve14 is so moved as to connect the auxiliary reservoir 2 with thetrain-pipe and pipe 20, so that the train-pipe pressure equals that inthe auxiliary reservoir, the piston 17 will be moved to the positionshown in Fig. 10f thedrawings, owing to the larger area of the pistonend in chamof pressure in chamber 18 permits the pressure in chamber 19to move the piston 17 to the position shown in Fig. 3 in which theannular groove 22 connects the ports of pipes 5 and 7. In this positionthe annular groove 26 in the piston will register with pipe 27, whichconnects with pipe 7. Owing to the difference in diameter between thecentral part of the piston and the portion thereof in chamber 19, therespective areas of the sides of the annular groove 26 are dilferent;that upon which pressure acting tends to force the piston toward chamber19 being greater. When the piston is in the position shown in Fig. 1, itcloses pipe 27.

In the operation of the system the reduction-valves 4 will be adjustedto give the desired pressure in the auxiliary reservoir 2 and the mainreservoir 1 upon the various cars will have been charged with air undersuch pressure as the tanks are adapted to stand. Valve 14 being turnedto the position shown in Figs. 1 and 2, the pressure in the train-pipeand in the auxiliary reservoir-will be the same, and therefore thepiston 17 will by reason of the larger area in chamber 18 be moved tothe position shown in Figs. 1 and 2, in which communication between theauxiliary reservoir and the brake-cylinder is cut ofi. In this positionthe pipes 7 and 23 are connected, and therefore such pressure as theremay be between the two piston-heads 9 is allowed to pass by way of pipes7, 23, 24, and 25 to the ends of the brake-cylinder on the oppositesides of the piston, at which ends the piston-rodsare loosely fitted soas to permit a restricted leakage of air from the ends of thebrake-cylinder to the atmosphere. Thus in this position the pressure inthe brakecylinder may escape into theatmosphere, al-

valve 14 to vent some of the air in the trainpipe and then immediatelycloses the valve in the ordinary manner. Thus the valve .is first turnedto close communication between the reservoir 2 and pipe 12 and opencommunication between pipe 12 and the atmosphere and then it is turnedto close all the ports, as shown at the right hand in Figs. 1 and 2. Thefirst movement causes a reduction of pressure in the train-pipe, andconsequently in chamber 18. The second movement prevents a further ortoo great reduction of pressure. Upon the reduction of pressure inchamber 18 the reservoir-pressure in chamber 19 becomes elfective uponthe smaller area of piston 17 to move the same so as to connect pipes 5and 7 and pipe 27 with the annular groove 26. The connection of pipes 5and 7 creates pressure-in the'brake-cylinder to apply the brakes, but toprevent a too rapid application under the ordinary service conditionsthe connection with pipe 27 is made, which creates a pressure upon thelarger area of the right-hand end of the annular groove 26. Thispressure added to the pressure reder, will cause an increase of thepower ap plied to the brakes, this power increasing in proportion to thereduction in the train-pipe. An emergency application may be had bysimply venting from the train-pipe without closing the valve, thuscausing a sudden and complete reduction of pressure in chamber 18 andpermitting the resorvoir-pressure in chamber 19 to move the piston, thepressure from pipe 27 being unable alone to move the piston against thepressure in chamber 19.

It will be understood, of course, that the areas of the various parts ofthe pistons willhold the part 29 against the opening of pipe 5, thusnormally closing communication between the pipes 5 and 7. The part 30 isprovided with a suitable flange 33, against which pressure from thetrain-pipe, through pipe 20, is exerted, thus normally holding theflange 33 under train pipe pressure against the shoulder 37. Whenthepart 30 is in this position, the spring 32 is under its maximum tension,and thus holds the valve to pipe 5 closed.

ln this position the flange 33 also impinges against the stem 34: of thevalve 35, which controls the opening to the pipe 23 and lifts this valvejust out of engagement with its seat. As soon as the flange 33 movesaway from shoulder 37 the spring 36, surrounding the stem 34, willimmediately move the valve into engagement with its seat. In the stem ofthe part 29 is a longitudinal passage 38 of suitable diameter, whichconnects the interior of the valve with the passage 31 and the chamber39 at the end of the valve. The operation of this form of valve issubstantially as-follows: Upon a lowering of pressure in chamber 18 thetension upon the spring 32 is re-.

duced and the pressure upon the valve 29 from the reservoir opens thevalve and permits the reservoir-pressure to pass from pipe 5 to pipe 7and to the brakes. At the same time the flange 33, moving away fromshoulder 37, permits the closing of valve 35; but the pressure from thereservoir passing through the small passage 38 in the stem 29 enterspassage 31 and chamber39, and this pressure brake-cylinder.

acting upon the end of the part 30 and augmented by such pressure asremains in chamber 18 forces the part 30 back into its position with theflange 33 resting against shoulder .37. This opens valve 35 and permitsthe pressure from the brake-cylinder to pass slowly from thebrake-cylinder through pipe 7 into pipe 23 and thence to the ends of theAn emergency application of pressure is secured by venting from thetrain-pipe all the pressure in chamber 18, whereupon valve 35 is closedby its spring and valve 29 is opened by the reservoir-pressure. lin thisconstruction the tension of the spring 32 may be so adjusted as tocompenareas of the piston sate for varying relative in the chambers 5and 18.

It will be understood, of course, that numerous forms of valves may beemployed in lieu of the forms herein ,shown. l have. thereforeillustrated two equivalent forms and desire it to be understood thatother modifications are to be included within my invention.

in the construction shown in Fig. 2 l have illustrated anequalizing-pipe '37, which connects the auxiliary reservoirs 2 2 uponthe various cars. This will be found of service in operating thesystemupon trains made up of a number of cars. With the equalizing-pipeif the brakes of the entire train be operated from any one car thepressure taken from the reservoir upon the car from .which the brakesare operated will be equalized by receiving air through theequalizing-pipe from the reservoirsupon the other cars.

l t will be seen that the invention herein de may be modified in variousrespects without departing from the invention, and I therefore do notlimit myself herein to the precise construction and arrangement hereinshown.

Having thus described my invention, ll declare that what ll claim asnew, and desire to secure by Letters Patent, is-

l. lln a brake system, the combination with the brake-cylinder andreservoir, of a valve adapted to establish communication between thereservoir and brake-cylinder, and then automatically establish arestricted passage from the brake-cylinder to the atmosphere,substantially as described.

2. lln a brake system, the combination with the brake-cylinder andreservoir, of a trainpipe, a valve, and means whereby a partialreduction of pressure in the train-pipe will cause said valve toestablish communication between the reservoir and brake-cylinder andthen automatically establish a restricted pas-. sage from thebrake-cylinder to the atmosphere, substantially as described.

3. lln a brake system, the combination with the brake-cylinder andreservoir, of a train pipe and valve, and means whereby a partialreduction of pressure in the train-pipe will cause said valve toestablish communication between thereservoir and brake-cylinderand thenautomatically establish a restricted passage from the brake-cylinder tothe atmosphere and whereby a substantially complete reduction ofpressure in the train-pipe establishes communication between thereservoir and brake-cylinder only, substantially as de-' scribed.

4:. -][n a brake system, the combination of a plurality ofbrake-cylinders, a plurality of reservoirs, a Valve controllingcommunication between each reservoir and brake-cylinder and between eachbrake-cylinder and the atmos. phere, a train-pipe, and means whereby areduction of pressure in the'train-pipe automaticallycauses said valveto first establish communication between the reservoirs andbrake-cylinders and then. close the same and establish communicationbetween the brakecylinders and the atmosphere, substantially asdescribed.

5. Ina brake system, the combination of a plurality of brake-cylinders,a plurality of reservoirs, a valve controlling communication betweeneach reservoir and brake-cylinder and between each brake-cylinder andthe atmosphere, a train-pipe, adapted to apply pressure upon the valveto close the communication between reservoir and brake-cylinder,

means for applying pressure from the reservoirs tending to operate saidvalves to open said communication in opposition to the trainpipepressure, means whereby when said communication is opened the valve isautomatically operated to closesaid communication and open thecommunication between the brake-cylinder and the atmosphere, and meansfor varying the pressure in the train-pipe,

pressure to the brake-cylinder, for gradually releasing the pressureupon each application thereof, substantially as described.

8. In a brake system, the combination of a reservoir, a brake-cylinderhaving communication therewith, a valve controlling said communication,means for applying pressure from said reservoir to said valve uponopposite sides of the same, and means for varying said pressure upon therespective sides of the valve, substantially as described.

9. In a brake system, the combination of a reservoir, a brake-cylinderhaving communication therewith, a valve controlling said communication,means for applying pressure from said reservoir upon opposite sides ofsaid valve in such manner that the pressure upon one side of the valveoverbalances that upon the other side, and means for varying thepressure upon one side of the valve, substantially as described. I

10. In a brake system, thecombination of a reservoir, a brake-cylinderhaving communication therewith, an exhaust from said brakec'yli'nder, avalve controlling said communication and, said exhaust, and means foroperating said valve by pressure from said reservoir to first open saidcommunication and then close the same and open the exhaust,substantially as described.

11. In a brake system, the combination of a reservoir,- a brake-cylinderhaving communication therewith, an exhaust'from said brakecylinder, avalve controlling said communication and said exhaust, means forapplying pressure from said reservoir to operate said valve to open saidcommunication, and means operative upon the opening of saidcommunication for creating a difierence of pressure upon said valve tofirst close said communication andthen open the exhaust, substantiallyas described.

12. In a brake system, the combination of a reservoir, a brake-cylinderhaving communication therewith, a valve controlling said communication,means for applying pressure from the reservoir to the opposite sides ofsaid valve, said valve having a larger area opposed to said pressureupon one side, whereby said valve will be normally closed, means forlowering the pressure upon the side of the valve having a larger area,and means for applying pressure from the reservoir to close said valvewhen the pressure upon the side of the valve having the larger area isreduced, substantially as described.

13. In a brake system, the combination of a plurality of cars each ofwhich carries a reservoir, a brake-cylinder having communicationtherewith, a valve controlling said communication and means foroperating said valve by pressure from the reservoir, and anequalizing-pipe connecting the reservoirs of the several cars together,substantially as described.

14. In a brake system, the combination of a plurality of cars each ofwhich carries areservoir, a brake-cylinder having communicationtherewith and a valve controlling said communication, and means foroperating said valve by pressure from the reservoir; a train-pipeextending the length of the train of cars and being adapted to deliverpressure from said reservoirs to control the operation of said valves,and means for controlling the pres sure in the train-pipe from theseveral cars, substantially as described.

15. In a brake system, the combination of a brake-cylinder, an exhausttherefrom, a reservoir, a communication between the brakecylinder andreservoir, a valve controlling said communication, a train-pipecontaining air under pressure adapted to normally maintain the valveclosed, and means whereby a partial reduction of train -pipe pressurewill cause the valve to first open communication between the reservoirand brake-cylinderand .then automatically close it and open the exhaust,substantially as described.

16. In a brake system, the combination of'a brake-cylinder, an exhausttherefrom, a reservoir, a communication between the brakecylinder andreservoir, a valve controlling said communication, a train-pipecontaining air under pressure adapted to normally maintain the valveclosed, and means whereby a partial reduction of train-pipe pressurewill cause the valve to first open communication between the reservoirand brake-cylinder, and then I2 reduce the effective pressure in thebrake-cylinder, substantially as described.

18. In a brake system, the combination with the brake-cylinder andreservoir, of a valve adapted to establish communication between thereservoir and the brake-cylinder, then to automatically cut off thecommunication, and after an interval, to equalize the pressures on 'thebrake-piston, substantially as described.

19. In a brake system, the combination of a brake-cylinder and areservoir, a valve controlling the communication between the reservoirand the brake-cylinder, and an equalizlngpassage connecting both sidesof the brake-cylinder and controlled by said valve. substantially asdescribed.

20. In a brake system, the combination with the brake-cylinder andreservoir, of a valve adapted to establish communication between thereservoir and the brake-cylinder, and then to automatically regulate theadmission of counterbalancing pressure to control the force ofapplication of the brakes, substantially as described.

21. In a brake system, the combination with the brake-cylinder andreservoir, of a valve 'adapted to establish communication between thereservoir and the brake-cylinder, and then to regulate the admission ofcounterbalancing pressure to control the force of application of thebrakes, substantially as described.

22. In a brake system, the combination with the brake-cylinder andreservoir, of a valve adapted to establish communication between thereservoir and the brake-cylinder, and then to automatically cut offcommunication and to regulate the admission of counterbalancing pressureto the brake-cylinder, substantially as described.

23. In a triple valve, adapted to be operated by train-pipe pressure,the combination of means whereby a reduction in train-pipe pressure willcause the valve to assume the brakeap'plying" position and means wherebythe valve will thereupon automatically assume its normal, neutralposition, substantially as described.

24:. In a triple valve adapted to be operated by train-pipe pressure,the combination of means whereby a reduction in train-pipe pres surewill cause the valve to assume the brakeapplying position and meanswhereby the valve will thereupon automatically assume its normal neutralposition, and whereby a complete venting of train-pipe pressure would

